The Indian two-wheeler space has seen some really interesting additions over the last decade or so, with multiple options that can cater to various riding requirements, or experiences. While a lot of these new motorcycles carry more premium price tags, there are some that hold their own in the ‘affordable’ category. We’ve compiled a list of the top five bikes you can get today for under Rs 1 lakh. And even though the definition of ‘best’ can be rather subjective, for this list, we’ve considered motorcycles that offer something greater than some of the other humdrum options in the segment. This could be great bang for the buck, or just a tonne of personality.

Before we start, we’d like to admit that this ‘under Rs 1 lakh’ title is a bit of a misnomer. That is because we’re considering the best five motorcycles that have their ex-showroom (Delhi) prices under a lakh rupees. Some of which have their actual on-road prices a little over the mark.

Hero Xtreme 200S

A spot earlier occupied by the Hero Xtreme 200R has been taken over by the new Xtreme 200S considering the added features and tech it gets. The 200S shares it mechanicals with the 200R, it uses the same powertrain, gearbox and also the chassis setup with the 37mm telescopic fork and a seven-step pre-load adjustable monoshock.

At the launch, Hero had mentioned that despite what its styling suggests, the Xtreme 200S is targeted at riders looking for ‘character and comfort’ in their daily city ride. The 200S comes equipped with a full-LED headlight and tail-light. The instrument cluster on the motorcycle is also Bluetooth-enabled and displays information like navigation, gear position and more. The Xtreme 200S’ pricing also makes it one of the most affordable fully faired motorcycles in the country with more features, a better design and greater value than its direct rival, the Gixxer SF.

The second Hero motorcycle in the list also happens to be the newest motorcycle here. The Hero XPulse 200 uses the same powertrain as the Hero Xtreme 200R, but to aid its off-road purpose, it gets a larger rear sprocket (by one tooth). The XPulse 200 is the long-overdue replacement to the Impulse, and in a market where affordable off-road motorcycles are few and far between, this new model is certainly a welcome addition.

Compared to the Impulse, the XPulse boasts a more powerful engine, a lower seat height and added technology in the form of a single-channel ABS and a Bluetooth-compatible instrument cluster. Another impressive feature is the 21/18-inch wheel combo that's usually seen on more serious dirt bikes.

The XPulse 200 is available in two variants - a carburetted version that carries a price tag of Rs 97,000 and fits into this list, and a fuel-injected variant that costs Rs 1.05 lakh.

The CB Hornet 160R was one of the first bikes in its segment to be equipped with ABS. The updated CB Hornet 160R was first showcased at the 2018 Auto Expo before it was launched in March last year with a few styling updates.

The styling of the 160R is sharp and bold, and the design highlight is the inclusion of an LED headlight and the all-digital console. Mechanically, the motorcycle is powered by a 162.7cc, air-cooled motor that develops 15.09hp and a peak torque of 14.5Nm. Transmission duties are handled by a 5-speed gearbox.

Power: 15.09hp at 8,500rpm

Torque: 14.5Nm at 6,500rpm

Price: Rs 92,000 (ABS STD), Rs 94,500 (ABS DLX)

TVS Apache RTR 160 4V

The RTR 160 4V boasts the most powerful motor in its segment and can be had with two options – carburettor and fuel injection. It also gets four-valve technology, while most of its competitors employ a two-valve head. The 4V also uses a new frame, which has allowed TVS to use a monoshock instead of the dual shocks on the previous generation.

The RTR 160 has received consecutive cosmetic updates since it first launched over a decade ago, but it has never been thoroughly updated. The 4V changes that trend. With an overall styling heavily inspired from the RTR 200, it features a similar tank, headlight, tail-light, instrumentation and even turn-indicators. The RTR 160 also features a similar ‘shotgun’ exhaust design, a fully digital instrument console and an LED tail-light as the RTR 200. It does, however, feature a different centre body panel. If you are looking for a more commuter-friendly version of the RTR 200, the 160 4V is the bike for you.

The Suzuki Gixxer is the most recently updated model in this list. For 2019, the naked motorcycle features a new headlight that is shared with the Gixxer 250. This headlight is an LED unit and so is the new V-shaped tail-light. The bike also has a sharper tail and a new split-seat layout this time around. It also features a revised digital instrument cluster that gets a different layout and a new shift light. However, most of the mechanicals remain unchanged, with the bike using the same suspension, wheels, brakes and tyres as the previous-gen model. Powering it is the same engine as well, but this time around the power and torque figures have slightly reduced – a result of the changes made in order to get it BS6 ready. That said, what this bike delivers is hard to quantify on paper. It isn't the most powerful bike in its segment, nor is the epitome of frugality, but if there’s a bike that makes its case purely on its ‘X factor’, it has to be the Gixxer. One aspect that makes it so easily lovable is just how much fun it is to ride – a lot of which can be attributed to its fantastic handling package.

With a price tag of Rs 1 lakh (ex-showroom, Delhi), it has to be said that the Gixxer is not exactly ‘under Rs 1 lakh’, but it's very close and one that deserves to make it to this list.

]]>Staff Writer Staff Writer 5 best bikes under Rs 1 lakh in India2461402461401Mon, 9 Sep 2019 15:33:00 +1000404767Staff Writer Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000We take a look at the best bikes you can buy in India that are not just run-of-the mill models but offer something unique to make it to this list.
We take a look at the best bikes you can buy in India that are not just run-of-the mill models but offer something unique to make it to this list.
Mon, 9 Sep 2019 15:33:00 +1000https://www.autocarindia.com/bike-news/top-5-bikes-under-rs-1-lakh-in-india-404767#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+165cc-200cc+feed404767Review: B'Twin 500 rain pants review

The inner liner provided with my riding gear wasn’t sufficient to keep out the Mumbai rains. So, after looking for an affordable, efficient solution, I narrowed down on the B’TWIN 500 rain pants from Decathlon for a few reasons that I’ll get to later on in this review.

Visually, the B’TWIN rain pants look just like any other rain pants in the price range, but there are some aspects that make it greater value for money. For starters, there’s the ease of slipping them on over your riding gear. From the calf downwards, the pant has a split that is held together by two bright green Velcro straps, instead of a zipper like you might usually find on other rain pants. This helps slip them over riding boots and I even managed to do so over a pair of bulky ADV boots.

Another nifty feature is an overshoe extension that covers the front and most of the side of your boot. I didn’t get the chance to test how effective this was under heavy rainfall, but it did keep water out of my ventilated Forma Ice Pros when splashing through small puddles and through a constant drizzle. On the inside, the waterproof seams appear well bonded, while the exterior gets a hydrophobic coating that allows the pant to ‘dry’ very quickly.

The B’TWIN 500 rain pants were designed for cyclists and so it also has a reflective strip around the calf, right above the Velcro openings. The reflectivity helps other road users see you more easily in low visibility conditions, which is a big positive on a motorcycle as well.

If you’re looking at getting yourself a pair, be aware that the waist doesn’t have a drawstring. However, the elastic does provide a secure fit if you choose the right size. For reference, my jeans are a size 30 and my L size rain pants are indicated for 32.3-35.0 inches, which accounts for slipping over your primary pants. The pants also have no pockets, but that’s something that’s common in a rain pants at this price point. For the money, I think the B’TWIN 500 rain pants are a great choice because they keep my lower body dry. Also, I don’t need to leave home wearing them, as I can slip them on at the side of the road if it does rain.

TVS Motor Company has announced a service support programme for owners of their motorcycles that have been affected by the recent floods in India. TVS says that there are over 1,00,000 customers who’ve faced the brunt of the devastating floods in states like Maharashtra, Gujarat, Kerala, Karnataka, Tamil Nadu and a few states in the North East. Customers will be informed about the service support programme through WhatsApp, SMS and social media channels.

As part of the service support, TVS will offer a 100 percent discount on labour charges. In cases where water has entered the engine, the company will replace the oil free of cost. Besides this, TVS will help customers living within a 20km radius of a service centre to get their bikes towed for free.

The company has also ensured that all the required spare parts are available at every TVS service outlet in order to service the motorcycles quickly and reduce waiting times. Insurance claims will also be settled quickly, says TVS, as it has tied up with a number of insurance companies.

TVS will also provide warranty approvals in exceptional cases and an exchange offer once the motorcycle has been serviced.

Commenting on the initiative, KN Radhakrishnan, Director and CEO, TVS Motor Company said, “We are saddened by the destruction inflicted by floods across the country and our thoughts and prayers are with the affected citizens. As a customer centric organisation, our initiative is a step towards ensuring quick rehabilitation in these states. Our dealer network was at the forefront of providing immediate relief to the affected customers and to further the reach, we are setting up structured service camps in flood-affected states. This will facilitate better and safer mobility for our customers."

The brand has also announced a relief package of Rs 3 crore for the affected states, through its social service wing Srinivasan Services Trust (SST).

Thousands of books, and maybe even a thousand films, have told us stories of adventures that were born from quests for treasures. And they have the audience burning with curiosity to know the outcome, but what most of us often fail to realise is that the crux of the tale is not the end result, but the journey itself. Adventure motorcyclists (a bunch I am not the most familiar with) are not just accustomed to this, but live by it. For them, it’s all about the journey and the ‘treasure’ at the end doesn’t really matter as much.

To think back on it, never have I got on to a motorcycle and ridden out without knowing where I’d end up. Rishaad, on the other hand, loves the idea of riding into the unknown, and as a matter of fact, that is exactly what he had planned. One day in the office, he looks over to me while pointing at his monitor with a huge grin on his face, exclaiming that he had “found it!” The ‘it’ in question was a questionable looking trail on the map that climbed some unknown hill beyond Lonavala. Neither of us knew what we’d find at the top, and if Google was anything to go by, the route wasn’t motorable at all. But his enthusiasm totally drew me in – I was about to go for my first real motorcycle adventure!

The time to do this couldn’t be any better because we just got our hands on the Hero XPulse test bike. But what do we put it against? Sadly, there’s nothing like it at its price point, but if you widen your field of view, you’ll find one more off-road-ready machine available to adventure enthusiasts with a realistic budget – the Royal Enfield Himalayan. However, the Himalayan costs a good Rs 75,000 more than the XPulse, which makes now a good time to remind you that the Himalayan beat the much more expensive Versys-X 300 and G 310 GS in our last entry-level ADV bike comparison. Could it do the same when the tables are turned? Clearly, we had an interesting story on our hands.

At first light

Our day started early, really early. It was 4 am when I thumbed the starter of the XPulse to head to the meeting point to catch up with Rishaad, who was on the Himalayan. At these hours, it is only trucks that occupy the roads and the XPulse managed to filter through with ease despite its relatively slow steering because of the large front wheel. The Himalayan also has an equally huge 21-inch wheel up front, but it doesn’t feel as agile on its feet, although we’ll get to why that is in a bit. Riding at this hour also gave me the opportunity to test out the all-LED headlight,which does a decent job with an adequately wide and strong throw. The Himalayan still uses a halogen setup, which isn’t a bad thing, and it’s equally effective.

I arrived at the designated dhaba on the highway early and was sipping a piping hot cup of tea when I heard the Himalayan’s exhaust note from quite a distance. While this note isn’t the most pleasing, it sure is recognisable and characterful. The same can’t be said about the XPulse, as it produces a sound that is just too simple and commuter-like. Hero may have had restrictions with a size and character of motor used (you can thank platform sharing for that), but it could have added some burbles or pops; the kind that make TVS’ motorcycles sound fun.

Nevertheless, with their engines switched off, parked side by side, both motorcycles looked equally tall and commanding. Simple and clean designs are the theme here, but each takes a slightly different approach. The Hero has minimalistic bodywork, while the Himalayan stands out with a boxy and charmingly purposeful design. The Hero gets a long MX-style fender – something dirt bike enthusiasts are sure to like – whereas the stubby front end on the Himalayan is more common to the ADV bike segment. The Himalayan’s retro theme shows with a quirky, but functional analogue instrument console, along with a small digital display, while the XPulse goes full-digital. Adding to the sense of adventure, the Himalayan packs a compass, while the Hero laughs in response with Bluetooth enabled turn-by-turn navigation.

On the open road

It was time to stop admiring and get going. Our journey began on a smooth and fast highway giving us the opportunity to thoroughly analyse the bikes’ highway characteristics. It was, unsurprisingly, the 411cc Himalayan that proved to be the finer choice, and by some margin. Not only did it have a 6.1hp and 14.9Nm torque advantage over the XPulse, but more importantly, it had an edge in refinement. While the XPulse managed 80-85kph without a fuss, anything above was when vibrations started saying hello.

On the Himalayan, however, things were quite different. It just manages to hold 100kph with ease, and thanks to the 32Nm of torque on offer it builds and maintains speeds much more comfortably. It doesn’t struggle to overtake and rarely requires a downshift to gain momentum on the highway. Wind protection at those speeds is better on the Himalayan, thanks to its taller windscreen, but neither of them offers the protection you’d find on bigger, more expensive ADVs. In our hot climate, that’s actually not such a bad thing. Another aspect that plays a big role out on the highway are the seats, and it’s the Himalayan’s that is significantly more comfortable, since it’s not only wider but is plusher too.

We were still on familiar territory, but soon approached a section of road that the bikes weren’t intended to be familiar with – twisties! These tall and narrow motorcycles ride on skinny Ceat Gripp tyres with deep, chunky grooves, designed mostly with off-road duties in mind. That said, these tyres did really well and stuck to tarmac like nobody’s business. While the Enfield didn’t disappoint in any way, other than showing a slight reluctance to turn into corners and a main stand that touches the road occasionally, it was the XPulse that was one step ahead.

The chassis felt more dynamic and the bike was eager to dive into corners with more confident mid-corner stability. This doesn’t come as a surprise as the Hero has a huge weight advantage – 40kg to be precise! Suspension on the XPulse also proved to be better tuned for the corners, while still being slightly more comfortable than the Himalayan on the road. The weight advantage also translated to better braking performance. In our tests, the XPulse went from 60-0kph in just 18.63m, while the Himalayan took 19.80m. Not only did the brakes on the Hero perform better, but they felt better too. In comparison, the Himalayan felt like its brake pads were made out of plywood.

The road to nowhere

Not long after, we had reached the turn-off to ‘the’ road. The initial stretch (by that I mean the first couple of hundred metres) was a badly pothole-ridden tarmac road, half of which had already turned into gravel. With excited anticipation, we stood up on the pegs and both bikes hammered through without any effort – India-ready these two are!

Suddenly, the tarmac came to an end and we were now on a gravel road which began climbing. Quite quickly, the surface deteriorated to the point that we could no longer call it a road, with the climb only getting steeper. Rishaad, who was on the XPulse, was clearly putting more effort into it than I was. The lack of grunt from the 200cc air-cooled motor meant he often had to downshift into first and sometimes even had to slip the clutch. Meanwhile, I was happily chugging along in second, having to dip into first only on the most extreme of inclines.

The climbing didn’t stop and the path got narrower and densely tree covered. We were truly on a road less travelled, as reaffirmed by the occasional smacks on our helmets from the overgrown tree branches. Those weren’t the only obstacles; we also had to dodge large rocks, and sometimes even go over them, luckily both bikes come with 220mm of ground clearance and sturdy metal bash plates that did their job well.

Solid metal bash plates on both can take a beating; The XPulse’s full-LED headlight has decent throw.

Sooner than we knew it, we had reached the top, and both of us were shocked at the spectacular view on offer. The air was cooler and the view was of buildings and cars that were now the size of ants. It was a humbling reminder that we humans are just a blip in the grand scheme of things. Moving this philosophical thinking to the bikes – isn’t it a great time we are living in, where we have two sub-Rs 2 lakh models that can happily explore the abundant nature around us?

We weren’t done just yet though; these bikes still had to take us back down, which wasn’t as simple as it sounds. You would think it would be the XPulse that would be the idiot-proof option because of its huge weight advantage. But this one only gets single-channel ABS and sometimes things could get quite tricky when the rear locked up. I found the Himalayan’s dual-channel system much more reassuring, but more experienced riders will be annoyed that the Himalayan’s ABS can’t be turned off.

The treasure at the end

Choosing between these two is not easy as they both have a few qualities that the other lacks. To wrap things up, if you can make the stretch, the Rs 1.8 lakh (ex-showroom, Delhi) Himalayan is the more accomplished motorcycle. It’s a much nicer partner over a long distance and it can handle difficult off-road situations very well too. And while it’s hard to convey this in words, the Himalayan packs an affable sense of character that the XPulse doesn’t quite match.

On the other hand, the XPulse makes for a nice commuter and it is more fun for short and technical trails, especially those right outside your city and don’t require a long ride to get to. The Rs 1.05 lakh asking price for the fuel-injected model we have here is fantastic value, but the engine is a bit disappointing and we both agree that we’d have paid more money for a more involving powertrain.

As for me, my first motorcycle adventure taught me that me I shouldn’t be that sceptical of riding into the unknown. While this one did present a beautiful view at the end, it is only a small part of what we’ll remember from this day. I’m convinced we definitely need more motorcycles like this and I’m now doubly excited at the thought of the upcoming KTM 390 Adventure!

Specifications

Royal Enfield Himalayan

Hero Xpulse 200

Engine

411cc, single-cylinder, air-cooled, FI

199.6, single-cylinder, air-cooled, FI

Power

24.5hp at 6500rpm

18.4hp at 8000rpm

Torque

32Nm at 4250rpm

17.1Nm at 6500rpm

Power to weight

126.28hp/tonne

119.48hp/tonne

Gearbox

5-speed

5-speed

Wheelbase

1465mm

1412mm

Ground clearance

220mm

220mm

Kerb weight

194kg

154kg

Seat height

800mm

823mm

Fuel tank

15 litres

13 litres

Front suspension

41mm telescopic fork, 200mm travel

37mm telescopic fork, 190mm travel

Rear suspension

Monoshock, 180mm travel

Monoshock, 170mm travel

Front brake

300mm disc

276mm disc

Rear brake

240mm disc

220mm disc

Tyre size (f/r)

90/90-21 / 120/90-17

90/90-21 / 120/80-18

Performance

Royal Enfield Himalayan

Hero Xpulse 200

20-50kph in 2nd

2.88s

3.31s

30-70kph in 3rd

5.32s

6.96s

50-80kph in 4th

5.58s

7.27s

0-60kph

3.90s

4.75s

0-100kph

10.24s

14.75s

60-0kph (distance)

19.8m

18.63m

Price

Royal Enfield Himalayan

Hero Xpulse 200

Price (ex-showroom, Delhi)

Rs 1.80 lakh

Rs 1.05 lakh

]]>Firoze Irani Firoze Irani Hero Xpulse 200 vs Royal Enfield Himalayan comparison2461402461401Firoze Irani Hero Xpulse 200 vs Royal Enfield Himalayan comparisonThe digital compass is a nice touch.; Both bikes get sprocket guards.
2461402461401Firoze Irani Hero Xpulse 200 vs Royal Enfield Himalayan comparisonMessy frame welds are an eye sore.; Wider seat on the Himalayan is more comfy.2461402461401Firoze Irani Hero Xpulse 200 vs Royal Enfield Himalayan comparisonNavigation is a boon on the XPulse.2461402461401Tue, 6 Aug 2019 07:00:00 +1000413691Firoze Irani Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000The XPulse 200 has no direct rivals, but the Himalayan is the only other affordable option today. We take them off-roading to see how they stack up on a day of fun and adventure! The XPulse 200 has no direct rivals, but the Himalayan is the only other affordable option today. We take them off-roading to see how they stack up on a day of fun and adventure! Tue, 6 Aug 2019 07:00:00 +1000https://www.autocarindia.com/bike-reviews/hero-xpulse-200-vs-royal-enfield-himalayan-comparison-413691#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+165cc-200cc+feed413691First edition of TVS MotoSoul to be held on October 18-19

TVS’ latest venture, MotoSoul, is one meant to unite Apache owners all over the world. To be held on October 18-19, 2019 in Vagator, Goa, the event is expected to witness a footfall of 3,000. MotoSoul promises to give owners the opportunity to interact with racers, the TVS R&D team and more. Owners will also be allowed to experience a dirt track that will be set up at the event.

There are already multiple TVS Apache owners groups – both in India and overseas. However, this one will be the first official gathering, akin to Royal Enfield’s Rider Mania. TVS tells us that it has sold 3.5 million Apache bikes since 2005 and its AOG (Apache Owners Group) has been getting more and more active, all around. This event was created as a platform to unite AOG customers and make them even more involved with the brand.

MotoSoul will have stunt-riding displays, supercross performances by TVS’ professional athletes and as well as multiple engaging activities for customers to take part in. A dirt track will be set up and timed competitions will be held for AOG customers; the fastest rider being awarded at the end of each day.

Members from the Sherco TVS Rally Factory Team, as well as TVS’ local track and dirt racers, will be present at the event. MotoSoul will begin as an annual event in India, but could also make its way to overseas markets in the future.

]]>Firoze Irani Firoze Irani First edition of TVS MotoSoul to be held on October 18-192461402461401Wed, 31 Jul 2019 11:00:00 +1000413639Firoze Irani Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000Bike maker's first rider event for Apache owners &#8211; held in Vagator, Goa &#8211; is expected to see over 3,000 attendees; a dirt-race track will also be open for participants.Bike maker's first rider event for Apache owners &#8211; held in Vagator, Goa &#8211; is expected to see over 3,000 attendees; a dirt-race track will also be open for participants.Wed, 31 Jul 2019 11:00:00 +1000https://www.autocarindia.com/bike-news/first-edition-of-tvs-motosoul-to-be-held-on-october-18-19-413639#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+165cc-200cc+feed413639Ethanol-powered TVS Apache RTR 200 Fi E100: Your questions answered

The TVS Apache RTR 200 Fi E100 is India’s first-ethanol powered motorcycle that was launched last week at Rs 1.20 lakh (ex-showroom). This is TVS’ first step towards introducing a cleaner and more environment-friendly mode of transport. Here are the five most important things you need to know about the new Apache variant, starting with the fuel it consumes.

What is ethanol and what does E100 mean?

Ethanol is a renewable biofuel obtained by fermentation of crops such as sugarcane and corn. The E100 at the end of a name that seems to go on forever stands for 'ethanol 100'. In other words it signifies that this Apache runs on 100 percent ethanol. It can, however, run on E80 – a blend of 80 percent ethanol and 20 percent petrol – if pure ethanol is unavailable. These are the only two types of fuel that can power this bike and it cannot run on just regular petrol.

Advantages of ethanol as a fuel

The crops required to produce ethanol are grown in large quantities in India, so generating ethanol makes economic sense for a country that spends over Rs 7 lakh crore on crude oil and petroleum product imports.

Ethanol is also a non-toxic fuel with 35 percent oxygen content which helps reduce carbon monoxide emissions, particulate matter and sulphur dioxide. It is a far greener fuel than petrol, which makes it kinder on the environment.

Changes made for the RTR 200 to run on ethanol

There have been a few changes TVS had to make to ensure that the bike can run on ethanol. These include a twin port, twin-spray fuel-injection system and a few rubber and plastic bits also have been upgraded to specifications that can resist ethanol’s corrosive nature. This bike also gets just a single-channel ABS, against the dual-channel system that is available on the petrol models.

Barring these changes (and the bright green stripe along the bottom of the fuel tank), there’s nothing else that differentiates the Apache E100 from the rest of Apache clan. This means it has the same body panels, mini visor, headlamps, tail-lamp, et al. The 197.75cc, oil-cooled, four-valve engine produces the same power (21hp at 8,500rpm) and torque (18.1Nm of torque at 7,000 rpm) as the fuel-injected petrol Apache.

The Apache E100’s double-cradle chassis, KYB suspension, wheels and ABS-equipped brakes are also identical to those of the petrol-powered variants. The good thing is TVS didn’t skimp on slip and assist-clutch too. So what you get is a proper Apache without any compromises.

Challenges in the way of adopting ethanol as fuel

Although TVS has launched the Apache RTR 200 Fi E100 in India and says that it will be available in Maharashtra, Karnataka and Uttar Pradesh, you can’t just walk into a showroom and purchase the bike. This is because ethanol is not commercially available, at the moment. The government is yet to introduce ethanol-dispensing stations; and as of now, plans are in the nascent stage.

While the Union Transport Minister, Nitin Gadkari, is betting big on ethanol as a future fuel there’s no clearly defined roadmap in sight. As of today, we have no clue about when, where and how many fuel stations will be set up.

Is an ethanol-powered bike viable?

That's the big question. The answer: Not as of now. Ethanol’s calorific value (a measure of the energy contained in the fuel) is approximately 33 percent lower than petrol, which means that one needs to burn more ethanol to produce the same amount of energy as petrol. For an ethanol-powered vehicle to run at the same operating cost of petrol, the fuel should be priced at a significantly lower price point.

TVS claims that owing to ethanol’s low purchase cost, the total operating cost of the E100 is about 97 percent of the petrol RTR's. However, this calculation is made at an assumption of ethanol costing Rs 62 per litre. At the bike's launch on July 12, Gadkari suggested that the government aims to price ethanol between Rs 52-55 per litre to ensure similar running costs. So if TVS is to make a convincing case for ethanol, the pricing must be closer to what the minister claimed.

Lastly, the crops that need to grown to produce ethanol are highly water-intensive; and given the looming water crisis India is facing, there is also the question of whether it will be feasible (and responsible) to scale-up the crop’s production when ethanol demands increase.

TVS has just launched an ethanol-powered variant of the Apache RTR 200 4V and is calling it the Apache RTR 200 Fi E100. Priced at Rs 1.20 lakh, the ethanol-powered Apache 200 Fi E100 is Rs 9,000 more expensive than the petrol-powered 200 4V, and also gets just a single-channel ABS, against the dual-channel system that is available on the petrol models. TVS has revealed the bike will initially be available only in Maharashtra, Uttar Pradesh, and Karnataka. However, there's a catch. The TVS Apache RTR 200 Fi E100 cannot run on regular petrol. First showcased at the 2018 Auto Expo, the RTR 200 Fi E100 is essentially the same as the regular Apache, apart from the fuel it uses and the mechanical changes required to use the same.

Why ethanol?

Bio-ethanol fuel is mainly produced by the sugar fermentation process, and the main source of this sugar is ‘energy crops’; these include corn, maize and wheat – plants that grow well in our country. Ethanol is also biodegradable and low in toxicity so while this Apache (or other ethanol powered vehicles) aren’t electric per se, the ramifications of the combustion of Ethanol (lesser nitrogen and carbon monoxide emissions) are far lesser than that of burning fossil fuels. Adapting to ethanol-powered vehicles will also reduce the massive cost of importing fossil fuels.

Ethanol (or Ethyl Alcohol) doesn’t produce as much energy as petrol when it burns (approximately 34 percent less energy per unit volume), so to counteract the effects of this, more of it will have to be injected into the engine to make as much power as it would with petrol. It's likely that the combustion ratio has also been increased so the ethanol-powered Apache doesn't see a dip in performance. This means that the 197cc single-cylinder engine will make an identical 21hp at 8500rpm and 18.1Nm of torque at 7,000rpm. TVS has said that the running costs of the ethanol-powered Apache will be 97 percent that of a petrol powered one, assuming the price of ethanol at Rs 62 per litre. However, there is a chance that it might be cheaper since the Minister for Road Transport and Highways of India, Nitin Gadkari, who is pushing for ethanol as a fuel source, estimates that a litre will cost between 52-55 rupees. We've also been told that at the moment, there are no ethanol pumps in the country but it is something that is being worked on.

At the launch, Venu Srinivasan, chairman, TVS Motor Company, said “TVS Motor Company believes that ethanol-based products are an important option for our customers. This is due to the easy compatibility in transition to ethanol and its sustained positive impact on the environment without compromising on performance and total cost of ownership. TVS Apache RTR 200 Fi E100 is a breakthrough in the two-wheeler space that will set the trend for a green future in India.”

Suzuki has issued a release informing service centres about changes in its service interval periods and warranty durations. For bikes upto 169cc – the Intruder, Gixxer and Gixxer SF – the service interval kilometres remain the same, but there has been an extension in the days. For example, the old schedule listed that the third free service to be done 210-225 days after the purchase of the vehicle. Meanwhile, the new schedule has this moved to between 240-255 days. Similarly the consequent free and paid services have been revised as well, as listed below:

The service schedule for the big bikes has seen a more significant change. Firstly, the warranty has been increased by 6,000km to 30,000km. Just like with the small bikes, the recommended period for a service has been moved forward as well. Apart from the days, the service interval has been revised from every 4,000km to every 6,000km after the first service, which remains the same 1,000km as before. The revised schedule is listed below:

The service intervals for the Gixxer 250 remain unchanged from what they were when the bike was launched earlier this year – every 5,000km after the first service at 1,000km.

]]>Vishal Venugopal Vishal Venugopal Suzuki extends its two-wheeler service intervals and warranty periods2461402461401Wed, 3 Jul 2019 13:31:00 +1000413336Vishal Venugopal Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000The service intervals have been revised for all bikes, while the warranty period of the big bikes has been extended.The service intervals have been revised for all bikes, while the warranty period of the big bikes has been extended.Wed, 3 Jul 2019 13:31:00 +1000https://www.autocarindia.com/bike-news/suzuki-extends-its-two-wheeler-service-intervals-and-warranty-periods-413336#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+165cc-200cc+feed413336Not quite there: TVS Young Media Race 1

Humans are one of the smartest creatures on this planet. We’re creative, rational, self-aware, and have an incredible ability to learn things rather quickly – often, just by watching. Racing, however, is not something that can be grasped so quickly, even if you have guidance from the best. To be good at it, or even decent, you need to have multiple skill sets, both physical and mental, which is why the best began training at an impressionable age of four!

So what happens when a 26-year-old with absolutely no experience gives it a go? Embarrassing things, of course! However, before I get to ridiculing myself, let me set the scene. The skies were clear and the winds were strong at my first race weekend of the year. And there I was stretching my toneless muscles in the pits at the Kari Motor Speedway in Coimbatore with fit professionals who were competing at the MRF Indian National Motorcycle Racing Championship. These racers stood there after gruelling battles with hundreds of rivals from all over the country, whereas I made it to the track to compete in TVS’ special Young Media Racer Championship that was designed especially for journalists.

Like the proper racing categories, our media class too had practice, qualifying and a race scheduled for the weekend. Our first outing on the track was to get us acclimatised to the track and our race-spec Apache RTR 200. The RTR 200 is no powerhouse, but it’s quick to change direction and is punchy enough to keep the adrenaline high. This bike has been in the same state of tune for the past few seasons, but this year, it runs new race-spec tyres made by TVS that were appreciated by the lot of us.

Looking back at the pictures, I regret not crouching lower still and getting as aerodynamic as possible.

My weekend started on a happy note and practice went just as I would have liked it to – everyone gave each other room and I even managed to set the fifth-fastest time of 1min 32sec. Now while that might sound impressive, it really wasn’t, because even the slowest racers in the professional category were 7sec faster on the same bikes.

With that done, we were closing in on qualifying, and this when the tension began rising. Suddenly, the chatter in the pit lane slowed down to a trickle and I’d be lying if I said the nerves didn’t affect me. While the little friendly trash talk in the pits was fun, I decided to stay silent and let my actions on the track do the talking. Funnily enough, things turned out very differently when I had a low-side crash on the infamous ‘mickey-mouse’ right-hander. I did manage to quickly get back on the bike, but every bit of confidence was shaken from my being; how the professionals manage to continue riding like nothing ever happened is beyond me. Nonetheless, I managed to go around the track in 1min 30sec in the lap before my crash and this put me in 7th place.

Fast-forward to the next day and the tensions were high. Conversations were kept to a minimum and everyone ate light breakfasts as ‘less weight equals more speed.’ But I guess it was too late for that and some of us even weighed double than the others; talk about novice racing! Ours was the first race of the day and soon after breakfast, I found myself lining up on the grid. The combined effect of all the timing boards, the warm-up lap and even the grid girls, all felt like I was at a serious race – the sort you’d normally watch on TV. By this point, my nerves were off the charts.

My heart raced faster than ever before that day!

But then the lights went off and as I quickly rolled open the throttle, all that anxiety was history. Rapidly closing in on the first corner, the first of the many distinctions between a novice (me) and professional became clear to me. We approached the turn as a thickly packed group and I chickened out. To my brain, flying into a corner with 11 other riders together was begging for a beating, whereas a racer would use this opportunity to pass as many riders as he could, especially on a narrow track like Kari. And that brings me to my second amateur trait – not being able to overtake! My poor start put me in 10th place and I stayed there throughout because I just couldn’t figure out how to pass the two riders in front of me, despite the fact that I knew I was faster. What I did was stubbornly focus on the racing line and braking zones instead of looking for opportunities to hunt down riders in front of me. And by the time I thought I would finally make my first move, the chequered flag was waved.

Yes, finishing 10th was disappointing, especially after securing 5th in practice and 7th in qualifying, but racing did teach me quite a bit – or rather show me what I didn’t know I was lacking. It may be a little too late to become a pro at racing, but what I learned here has been priceless and I’m already scheming up my strategy for round 2 in Chennai next month!

]]>Firoze Irani Firoze Irani Not quite there: TVS Young Media Race 12461402461401Firoze Irani Not quite there: TVS Young Media Race 1That’s us getting told not to do anything stupid.2461402461401Thu, 27 Jun 2019 15:24:00 +1000413273Firoze Irani Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000Racing for the first time taught me that I still has a lot to learn when it comes to going quicker on a motorcycle.Racing for the first time taught me that I still has a lot to learn when it comes to going quicker on a motorcycle.Thu, 27 Jun 2019 15:24:00 +1000https://www.autocarindia.com/auto-features/not-quite-there-tvs-young-media-race-1-413273#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+165cc-200cc+feed413273